howard



5 Sheets-Sheet 1 Filed Feb. 21, 1945 w w 3 Wm2 H l. U, W w X a r M a 6 a a ZWM ATTORNEY Fig. 1

.g ril z lz, 1947.

INTERNAL COMBUSTION MOTOR Filed Feb. 21, 1945 G. E. HOWARD 5 Shasta-Sheet 2 I MOI. Ana/mm WITNESSES:

. 'INVENTOR Ozone: A How mo.

" ATTORNEY April 22, 1947. a. HOWARD INTERNAL COMBUSTION MOTOR 5 Shoots-Sheet 3 Filed Pub. 21, 1945' JTTORNE Y April 22, 1947. a. E. HOWARD Hm hm INVENTOR George 151 F0 ward ATTORNEY April 22, 1947. a. E. HOWARD INTERNAL COMBUSTION MOTOR Filed Feb. 21. 1945 5 Sheets-Sheet 5 1 I I w imam w a Ev -q llll ll Jul & 1 m H B n m :4 8

nvvman' Gg zye EHoward AT Tan/m1 Patented Apr. 1047 UNITED STATE S PATENT OFFICE INTEBNAL-COMBU-STIONMOTOB George E. Howard. Butler, Pa. Application February 21, 1945, Serial No. 519,087 11 Claims. (Cl. 120-78) combustion space andv an improved manner of controlling the fuelsupply to the cylinders, in a motor.

The principal object of the present invention is to provide a practical means for varying the volume-of the combustion space of an engine in response to variation in the load or power developed, to save fuel especially at lighter loads.

Another object of this invention is to provide a variable combustion space whose walls are of such contour that the turbulence oi the iuel mixture is so de'. sloped during compression as to reduce the time required for completion of the combustion of the fuel mixture, particularly at lighter loads with their lower compressions.

A further object is to provide, in an internal combustion engine, a variable combustion space whose contour produces extreme turbulence at the point of ignition, at low loads with liuhter compression, and changing to a lesser turbulence at the sparking point, at heavier loads and higher compression.

.Btili another object of my invention is to provide an improved means for lubrication of a piston-like element, by the circulation of oil laden vapor within a chamber containing the element.

As shown in the accompanying drawings, Figure l is a cross sectional view through a portion of a gasoline engine of commercial size. drawn to full scale; Fig. 2 is a diagram or chart illustrating the performance of the engine cylinder and piston under various operating conditions; Fig. 3 shows a modification of the structure of Fig. 1, the invention being applied to a sleeve-valve engine; 1 1g. 4

' is a view taken on the line IV-IV of Fig. 3; Figs.

MA, MA, '7-7A are schematic views showing the manner in which compression spaces of varying dimensions and contours are provided by my invention, as compared to various fixed forms of compression spaces of the prior art; Fig. 8 shows still another modification of the structure oi F18. l, on the line VIII-VIII of Fig. 9. and Fig. 9 is a schematic plan view, with various parts omitted.

the space is nxed and remains the same during the compression stroke and the expansion stroke (or the particular power or load then in use. My present preferred device not only provides the proper combustion space for any fixed load. but this-space also varies during the compression and explosion strokes of the engine in a manner to achieve some useful objects not possible with the above named other disclosed means.

An added advantage 0! my device is that at the ends of the expansion stroke and prior to the exhaust stroke, the compression space is at a minimum for all loads. The piston in discharging the exhaust gas contents of the cylinder and compression space leaves less burned gas to be mixed with the incoming charge of fuel mixture which immediately follows the exhaust stroke. In this case there is much less exhaust gas left in the cylinder when the next incoming fuel charge is taken, compared to engines commonly used. This increases the volumetric eiiiciency of the incoming charge. .The power and emciency of the engine is proportional to the total volume or the incoming charge. in percent of the total volume" of fuel, plus the remaining waste.

Not only does the dilution of the charge by the mixture of burned gases afleot the eiiiciency oi the engine, but it also reduces the amount of maximum power generated by an! certain sized cylinder. As an illustration, a standard commercial Certain other devices disclosed by me and others show means for varying the compression space in a cylinder but for any certain horsepower or load, mixture.

engine may have a volumetric eiiiciency of 76%%. running at iull throttle at 2250 r. p. m. with the reduction of burned gas volume accomplished by my -device under the same conditions. the volumetric emciency could be 87 ,576 or more. At a speed of 4000 r. p. m.. this standard engine would have volumetric emciencies of 58% without my device and 77% with my device.

The resulting increase in the maximum horsepower developed would be about 25%, due to the greater amount of fuel, mixture received in the cylinder. This percentage is further increased by reason of thegreater purity of the charge due to the reduction of the amount or burned gases mixed with-the new fuel mixture.

Referring first to Fig. 1 which shows only one cylinder of an L-head type automobile engine that may contain any desired number of cylinders, the numeral 8 indicates the upper portion of a cylinder that is provided with a head 0, while the piston is shown at I. The usual poppet valves are provided, one of which is shown at I. These valves may be of the standard type operated in the usual manner from cam shafts. to admit fuel The fuel mixture may be supplied either through the use of a conventional throttle valve, or by the methods and means disclosed in my application above referred to.

A chamber Ii is provided in or on the cylinder head i and contains a plunger or piston I! that is reciprocable therein. A spring I! yieidably holds the plunger II in its lowermost position against pressures during compression strokes of the piston I at predetermined loads.

At light loads. 85% to 90% of the volume of the charge is compressed into the space- I l which has a limited amount of surface, being particularly confined to the valve chamber. The distance from the spark plug at I! to the extreme boundary of this space is short and will cause a rapid flame travel upon ignition which completes the combustion (over 90%) of the charge very rapidly. The compression produces a turbulent flow or movement of fuel mixture, as indicated by the arrows in the space II. owing to the shape of the space whose top wall slopes downwardly toward the piston and whose side walls taper inwardly. which further facilitates rapid combustion rate. The plunger I2 is opposed in its upward travel by the spring I! which opposes the force of compression.

At the light loads. the spring may be set so as to have an initial force greater than the force exerted upon the plunger at the time of maximum compression. The charge is then fired and the plunger does not move until the force of the explosion is reater than the combined counter forces includin that exerted by the spring it. At heavier loads. these counter forces will be overcome by the force of compression of the engine piston previous to firing.

Between the plunger i2 and the cap it is a space which acts as a further resistance to the upward movement of the plunger. The compression of the spring It increases equally for each increment of upward travel of the plunger. The explosion, however. of the charge is very rapid. In order to control the upward travel of the plunger to effect the purpose of this invention, the compression space at i1 progressively increases its resistance in a rapidly accelerating degree.

At the high speed at which automobile engines are operated-averaging more than 2000 R. P. M.--there will be also another resistance to the upward movement of the plunger, in the inertia of the plunger to any change from a position of rest to a position of motion. This force of inertia even with a comparatively light piston is very great at these speeds. The amount of such motion is proportional to the square of the time in which this force is exerted. Therefore in the short time in which the explosion reaches its maximum and declines to a point where the spring force balances the explosion force within the cylinder, this inertial resistance to motion is so great that the present design Figure 1, causes an upward motion of only :6; of an inch at a speed of 2250 R. P. M. at V4 load.

When however. a heavier charge is drawn into the cylinder. the compression is greater, the plunger it starts to move upward before the explosion takes place, the explosion is much heavier and the time of completing the maximum pressure of explosion is much longer. Therefore, the plunger moves upward a greater amount as the amount of fuel mixture drawn into the cylinder is increased. This not only gives a greater space, but owing to the longer time involved.

this space is increased by a larger downward travel of the main engine piston 1.

As the explosion of the fuel'mixture reaches its maximum pressure, the plunger II in traveling upward uncovers ports l8, which adds tothe compression or'combustion space the space ll.

As the piston I descends, the pressure in the cylinder 5 rapidly falls, and for a major percent of power stroke, the upward pressure of the plunger i2 is less than the downward pressure exerted by the spring i3 and the pressure in the buffer space ll. This causes the plunger ii to descend to the position shown in Fig. 1 before the power Or expansion stroke is completed. The compression space H is less than half the maximum space during the explosion stroke. The next upward or exhaust stroke discharges all the exhaust gas except that remaining in space it.

As this is less than half the amount that remains in an engine which has a fixed compression space or with a compression space proportioned for maximum load, it is obvious:

ist. That the next charge will be approximately equal to the displacement of the piston I. plus the remaining exhaust gases in the combustion space. As the exhaust gases have more than atmospheric pressure and the pressure within the cylinder 5 has subatmospheric pressure or vacuum at the completion of the fuel supply stroke, the burned gas will expand to the vacuum pressure and'thereby reduce the amount of fuel mixture.

2nd. That as there will be only one-half the usual volume of burned gas. its expansion will correspondingly be less and the fuel mixture drawn in by displacement of the piston I will be increased by that much,

As power is directly proportional to amount of fuel intake, the device of Fig. 1 will thus give additional maximum power. This will be increased still more by the greater purity of fuel mixture. since burned gases mixed with fuel supply reduce power proportionally to their percentage in the combined mixture.

The operation of the device in Fig. l for high speed automobile engines is subject to definite limitations. I have discovered that certain proportions should be maintained as to weights. areas, pressure, etc., in order to achieve emcient operation.

The displacement area of the plunger I! should be not more than one-half oi the area of the engine piston, and its range or movement to give the proper volume and to provide the proper shape for effective combustion should be less than 30% of engine stroke.

The weight of the displacement plunger II should be, for emcient operation. not more than one pound for each inch of engine cylinder diameter.

The travel of plunger l2 between positions It and 22 should not exceed 30% of engine piston stroke.

The distance between the top or the plunger i2 and the cap II should be twice or more the distance between 2| and 22'.

As shown in the drawing. the initial space H is or less of the total compression volume.

Compression space between positions 2i and 22 is less than 30% of total compression volume. The total area of the ports ll, measuredin square inches, is not less than 4% of the number of cubic inches in the auxiliary chamber il whose capacity may constitute up to 50% of the total available com'pression space. Explosion pressures to a disruptive degree are thereby avoided, upon combustion of a fuel charge.

More specifically, by way of example, in an engine of 7 to l compression ratio, wherein there is piston displacement of 5.2 inches; the initial compression space, with the plunger in its lowermost position, may suitably be 2.6 inches, the variable space in the chamber it (below the plunger) .6 cubic inches, and the space in the auxiliary chamber ll would be 2.1 cubic inches. For engines of lower compression ratios, such as 6 to 1, the variable space, including the chamber it, would be in somewhat greater proportionate volume. However, the initial space should not be more than 80% of the total possible compression volume, the variable space below the plunger I! not more than 20% of said volume,

, nor the auxiliary chamber space more than 50% thereof.

The ports II are distributed in circumferential arrangement as in Fig. 7, and their said 4% or greater total area permits quick relief of the pressure developed beneath the plunger II as it is thrust upwardly. Also they provide for good flame distribution into the auxiliary chamber from the primary compression and combustion space.

I have overcome one of the objections to a movable displacement plunger by providing a proper lubricating system. The difficulty of lubricating a piston such as I! in Fig. l is due to the short stroke and to the infrequency of its use for any.considerable portion of that stroke. 1 provide check valves 24 and 2! connecting through ports 26, 21, 28 and 29 with the interior of the buffer spaces i1 and Ii. The space I! is designed to furnish a cushion or buffer to the upward movement of the plunger II, when the thrust or the force of the explosive mixture within the engine. cylinder causes too violent an upward movement of the plunger. The effect of the air pressure within the chamber H is to progressively increase the pressure upon the head of the plunger i2 as the head nears the'cap ii. The port 20 is located above the top of plunger when it is in its lowermost position. As the piston rises, some of the air contained within 11, passes through port 28 and through a check valve 2! in the direction of arrows.

When the plunger again descends and after it passes ports 26 and 2!, there will be a subatmospheric pressure in the space I! which will cause air to pass into this space through the port 26, past check valve 24 in the direction of arrows.

The pipe 12 to the valve 24 is connected to the interior of the crank case 33 of the automobile as is also a pipe 34 from the other check valve 25. When the engine is running, the oil within the crank case is in a violent motion resulting in an oil laden atmosphere within the crank case. This atmosphere passes through the space I! and back again to the crank case. This sets up a circulatory system of oilingwhich gives the proper lubrication to the spring II, the walls of the chamber l1 and the side of plunger it. The same arrangement provides for the passage of this oil spray or vapor from the crank case to lubricate the space II and the lower walls of plunger II. A drill hole 3! acts as a vent to prevent undue pressure and vacuum within the interior of the plunger I2. Another feature is a screw 35 that is intended to make additional space which is to increase space I] if desired.

In proportiomng this device, the ports ll must be uncovered at times in order to provide access between the interior of the cylinder and space II. In order to make provision for this, it is desirable that the plunger I! be given sufllcient stroke so that the bottom of the plunger should pass to a position 3!, thereby over-running the openings ll. As the plunger rises, it meets a progressively greater compression in the space IT. This is especially marked as the last Y. of an inch of stroke is reached. By moving the screw 30, I vary the amount of this final space H and permit a longer upward stroke to the plunger under given conditions.

Fig. 2 shows a pressure diagram of a typical cylinder with the abscissae drawn to time in seconds and degrees of crank rotation, while the ordinates are in pressures (direct pressure and mean eilective pressure scales). The two curves A and B show full power stroke and /4 power stroke, respectively.

The initial spring tension of the spring I! is here set at C, so that there will be no resultant force to move plunger l1 until the line C is passed. Curve A thus has more pressure and a longer time element after the pressure has passed the point C and before it reaches its maximum D. Curve B for /4 power, on the other hand, has a shorter time and less pressure before it reaches its peak pressure at E.

As the travel of any body at rest varies as the power and as the square of the time, the diilerence between these two curves A and B would be about 12 to i. As the spring I! and the proportion of bufler chamber il will be arranged to properly connect space It with space ll of the cylinder, during this time, it is obvious that the movement upward of the plunger I2 at the lower or V power will be only In of the amount of travel for the full power (curve A).--

in Fig. 2, diagram A shows a rapid drop after passing maximum pressure point D. The plunger I! (Fig. 1) should be at its greatest'distance from its lowermost position at D (except for its overrun). At or near to this point D, the upward movement of the plunger should be rapidly accelerating, otherwise the explosion pressure at full load would be too great, due to the inertia of the plunger l2, and there would be an action like a plugged gun. through failure to provide enough volume for the explosion to expand.

As the pressure after passing D (Diagram A) drops about as fast as it rose, it is obvious that a large amount of kinetic energy is stored in the plunger at or near position D. As acceleration and deceleration forces balance, it is obvious that if the explosion force and the combined resisting forces of the spring and in the hufler chamber ll balanced at this point, the plunger It will continue upward, and thus increasing the combustion space until the forces of deceleration are sufncient to bring the piston to a state of rest in its upper position. v

The upward travel has two phases, acceleration through excess of cylinder pressure over forces of resistance (spring I! and buil'er) for a certain distance and for a certain time until the excess of resistance forces over cylinder pressure are sumcient to decelerate the upper travel.-

At some point below D, during the upward travel of the plunger ii, there will be a balancing of the engine cylinder forces and the resistance forces (spring and buffer.) Since at this point the plunger has acquired kinetic energy, it will overrun or pass the point of balance. For efllclency of operation, the overrun of ports ll, Fig. 1 should be as short as possible.

1-! line, as represented by the short dashes.

- same, for a considerable distance before and aiter point D. These pressures in the engine cylinder are resisted by the spring and buiier and the force of acceleration, before reaching the point D during the upward movement. Past that point, it is the spring and butler forces that must resist the engine cylinder pressure and the force oi deceleration, until completion of the upward v travel of the plunger.

.The line D-A--B is continued to the left above the upper long dashes, and is continued back toward the right as a full line: while the line E-B is continned above this l-l line by a series of short dashes and is continued to the right below the Again referring to Fig. 2, the clearance for the E is indicated at E and the clearance (or the diagram D is indicated at D'.

While the spring force is equal for equal in- H line, as represented by a series oi crements of upward movement. of the piston i2,

the resistance or the buii'er increases relatively taster ior a similar upward travel. As an example, the buii'er pressure at the end of the first of travel of the plunger 12, using the proportion of parts shown in Fig. l,'would be 0. For

the-W past point 22a, the pressure would be over 200. This would reduce the travel oi deceleration relative to acceleration. For example, the deceleration may be for only A of the distance of the upward travel of the plunger.

when downward movement of the plunger begins, the excess pressure above the plunger is so great that the plunger starts with quite rapid acceleration and attains a very high speed within a short distance. The deceleration of the plunger will be of much greater length,- and it will tinally come to rest at line C where it is seated.

The change in the-plessure curve from D to E (Fig. 2) would thus be only slightly diliercnt from the curve as shown in full lines and could follow the dotted line G to H and thereafter follow the original line to point of exhaust valve opening. This would give, the distribution of pressure ioundltcbe desirable for engines or this speed at maximum power (A, Fig. 2).

As oil vapor and air are drawn ber l'i, too high pressure and temperature therein would cause an explosion therein and even in the space II. The diameter of the upper end of piston 12 can be proportioned to avoid this.

Also the ports 28, 21, 28 and 29 could be so placed as to reduce' this danger. For example, it the ports are set higher, there will not be as great air pressure above the plunger, but the spring will be compressed to a greater extent.

The pressure in the spaces at i! and Si should not be more than 500 lbs. per square inch, since too high pressures may cause explosion of the oil vapor.

Various spring strengths may be used but they also have limits for their successful operation. The initial pressure 01 the spring is should be not less than-20% oi the upward pressure exerted on the plunger I! at the time of maximum explosion pressure. The resistance of the spring to compression is such that for each inch oi compression its resistance is not more than three times the spring resistance when the plunger is in its lowermost position.

Referring now to Figs. 3 and 4, I show my ininto the cham- O0 vention as applied to a Knight type sleeve valve engine which comprises a cylinder ll having an inlet at ll, and outlet at 42 and a piston 48. Valve sleeves 44 and 45 are operated in timed relation to movements oi the piston ll as is common in engines or this type. The piston head is extended to provide a chamber ll in which a plunger ll is operated as in the case of the plunger I! (Fig. 1), a spring 48 serving to yieldably hold the plunger in its lowermost position and air trapping and cushioning spaces 4! and 50 being provided in the chamber 4|.

The chamber N and its plunger are radially oiIset with respect to the axis 01 the cylinder 40 so as to provide a place at I! for a spark plug and expansion spaces 53 having ports ll that are uncovered by the plunger 41 under the higher presforms and sizes oi combustion space. The more rapid the combustion in an' internal combustion engine, the higher the initial temperature and pressure and eiilciency oi the power cycle. Five main principles are involved in the operation of such an engine.

1st. Compression of mixture as high as pos- 5 sible within practical limits. This reduces'the distance between the molecules 01 oxygen and iuel and thuscauses complete combustion quicker.

2nd. Turbulence of the mixture and point 01 ignition. This is a complex phenomena caused by a stream 0! relatively small section impinging on a body or stream of relatively large section. This section creates a more uniform mixture and assists in converting the atomized fuel into a vapor. The rapidity of combustion is directly proportional to the degree of turbulence. Experiment-Hy it has been determined thatcombustion is completed when the piston reaches a certain down position at a certain speed. when the speed was doubled. the combustion was completed at the same position or in one-half the time. The speed or combustion and degree of turbulence had both doubled.

- 3rd. The temperature of the mixture especially at the point 08 ignition. Combustion is more rapid with hot than colder mixtures.

4th. The distance the flame must travel from ignition point to furthest point in combustion.

der head, ll one of the valves and I! the piston 01 an L-head i-cycle automobile engine.

Fig. 5A is called a turbulence design. The piston is at thetop and has squeezed the charge into a hall globular space covering part of cylinder and valve space. The approach oi the piston 62 to the cylinder head at the right of the line at the time This is similar to the travel lisht load.

9 1-K progressively thins the stream oi mixttue and increases its velocity into the iinal combustion space.

This, together with the equidistant space from type of combustion space which permits a smaller combustion space and higher compression.- To this extent it helps somewhat throuzh higher compression and a smaller proportion of burned exhaust gases to mix with incoming charge. This advantage is nullified, as the speed of combustion already slowed to preventknocking at lull loads is reduced so low at the average load that the net result is again in-- at light loads,

preesion I saryior beat his cilicien'cy. My novel comhinatidiiol provida variable combustion space ihat'not only varies theamount but -alsothecontoararshapeoithis spaceinamanher to meet the best combustion conditions from idling to ens oi roll load. Likewise it provides io'r mu load with a decrease in eiliciency ascomparedtoensines desis'ned solely to reach maximum Money at iull load.

Fix. ii shows thaeompression space as confined to H and, "1 space it constitutes over 80% of the volume, plus is'preierably placed-overths'exhault-valve ,(the hottest portion or ensure) and'haaa-minimum distance tor ss, coolins area a pment'auor volume 64, it, will producs'eiiicisncy at 'iairly low comand unearths above named iactors. Itis'a strictly turbulence ty e like Fla. on but more eillcient at low loads than an! other type.

'The turbulence-producms volume (piston discreased in eiliciency at full load and decreased at rise'ili is a of a modern commercial engine's compression This is acompromise embodying some spa or the features of types 5A and 6A and any advantaae would be for the full or maximum power output. Like typos Figs. 5A and on, it is ineiiicient at averase load and'low'er outputs. owins mainly to low compression. larse coolins'suriaoc --ratio to fuel input and. long distance between is-' inition point and subetantial volumes of, the niis- I It the advantages of each of these types could be combined. a greater emcicnoy at all loads could be achieved. This would require extreme variation in the also and contour of the-commen space. which is impossible with a rigid castlnl. Figs, 5, 6 and 'i show. nearly iull scale sections ot the compression 1. As this invention beionsl to the .type known as variable compression engines. where certain; I movable partsare used to maintain constant compression by varrins compression impropertion to fuel in it is neither'dcsirable nor practical to tail: constant compression exactly over the entire ranse oi load. Especially is this true of the L-head engine (or which this invention is especially suited.

In this type of engine space must be leit'ior of valves to admit maximum iuel input and the section oi the passase betweer valve space and cylinder must be suilicient to admit fuel and discharse combustion products. 'ior maximum speed and power. This requires about 60% of the total compression space at iull power I and would live maximum compression at approximately halt load. As over 90% oi the time,- the power required to meet road conditions is less than ot full load, compression alone would not be suiilcient to realise the best iuel economy at the averase load which is the maior I object oi this invention.-

Other iactors above named, namely turbulence, segregation of compression space with a maximum cubic space and minimum wall surface for charge, a hot surface to surrounding walls and a minimum travel of name from ignition point to iinal combustion point are necesspaoewhich I employin ection drawn nearly'to full scale space '01 I. supplied-tread or lull placement) is over 10 times the volume 0! the tiring chamber It. This combustion space eontour-will beuaedtoi loadl ircm idlins to-approximately 307 Kaila-lad,

' ll imi, e, l and 'l is ,movable, cbansioi sndc nt urs by means otherrhsures. to change .irom compression imo 'llljiilm' a Ricardo'or shock absorber type 0! combustion andg aayhils additional loci in sspcnea in;

ss'wiuesraa.

forms to the iuel'andpo wer and insures a smooth r-minim casi The iunotional chance operates as iollows:

- At low power. compression is low. turbulence high, Fig.1 compression increases. turbulence decreases-to 1h. 0. As vboth compression and turbulence are smciency producing !actors,-thelr balance is maintained mt monomer the average "However. whtle-matimutl'm is m 'oocasionalb used. it must be provided for. Additional compression space must he ,4 and this is provided in my'invention b "what is known as stase variation' as opposed to gradual variation. Fla. '7 shows the addition a stage variation for developins full power.-

In I'ige. 8 and 9. I show a manually operated device tor varying the combustion and compressionspace in tbrengine cylinder. The engine cylinder It contains tbs usual ensine piston Ii and is provided with a cylinder head I! which has iormed therein a'cylindrical chamber 13 in which a piltllielh plunger ll may be raised to provide comprqeion space It additional to or in enlargement'el-flospace ll whose'sides slope toward the lone above the engine piston, as shown by lines 'lls arms. 0.

At its uppersnd, the-plunger threaded smsi'sea fastened by I-Pitl ii has a screw- All ami II has a washerlike body portion that is securely clamped to the collar by a nut It. A 'rin: II has threads ongaging the collar threads and. is supported ior compression oi. the

6 s he a threaded collar it is.

I fte ps sduee thsmasimumr i oi power, osnmawitnsbsgasutauoooi by v 1i rotative movement cnthe cylinder hcad.betwocn anti-triction bearings 82. These parts are held space in accordance with change in mi supply;

In order to provide for greater range 01 vertical movement oi. the plunger. than that aflcrded by angular movement or the arm ll, the arm is will similarly be operated trom the accelerator pedal,

enginecylinderandtbtheaone abovetheengine cylinder Ii, the spark plug ll being located above t the exhaust valve n.

lclaimasmyinvention:

i.- The combination with an internal combuathe engine cylinder, a piston movable therein.-

means operable through reciprocatory movemanta oi the second-named piston, tor drawing oilvaporai'romthecrankcaaeanddirecting themthroflhtheauxiliarycylinderatpointa where its stall and its piston will be lubricated thereby. 4

2. The combination with an internal combuscomplisingapairoipipesleadinskomthecrank' can to the interior of said cylinder. one 0! which is provided with a check valve opening toward the cylinder and the other oi which has a check valve opening away from the cylinder.

3. The combination with an internal combustion engine having a piston and cylinder, oi a chamber communicating at one end with the compression and combustion space in the cylinder and having a plunger movable therein to open andclose the said end and thereby provide a variable compression space tor the engine, means yieldably resisting movement oi the plunger toward the other end or the chamber, and an auxiliary chamber located to one aide 0! but communicating with the said chamber through portl located outwardly of the innermoat position of the plunger, and in position to .be covered and uncovered by the plunger during movementof the plunger through changes in cylinder pressures. th total square inch area oi the port openings being not less than 4% oi the number 0! cubic inches oi space in the auxiliary chamber. and the volumetric capacity of he compression space in the auxiliary chamber 12 being notlessthango'x, oithetotaiposaibleoomprcssion volume.

4. The combination with an internal combustion engine having a piston and cylinder, at a chamber communicating at one end with the compression and combustion space in the cylinder and having a plunger movable therein to open and close the said end and thereby provide a variable compression space for the engine, means yieldably resisting movement or the plunger toward the other end 0! he chamber, and an auxiliary chamber located to one side of but communicating with the said chamber, through ports located outwardly of the innermost position 01 the plunger, and in position to be covered and uncovered by the plunger during movements 0! the plunger through changes in cylinder preesurcs, the total square inch area or the port openingabeingnotlessthant'); oithe'numberoi cubic inches of space in the auxiliary chamber, the ports being arranged. in an annular path that is coaxial with the plunger. and the volumetsic capacity or the compression space in the auxiliary chamber being not less than 20% 01 the total possible compression volume.

b. The combination with ail-internal com tion engine having a piston and cylinder, or a chamber communicating at one end with the compression and combustion space in the-cylinder-and having a plunger movable therein to through ports located outwardly of the innermost position of the plunger, and in position to be covered and uncovered by the plunger during movements oi the plunger through changes in cylinder pressures. the volumetric capacity at the auxiliary chamber being not greater than 50% and not less. than 20% or the maximum available compr'ession space.

6. The combination with an internal combustion engine having a piston and cylinder, of a chamber communicating at one end with the compression and combustion space in the cylinder and having a plunger movable therein to open and close the said end and thereby provide a variable compression space for the engine, means yieldably resisting movement of the plunger toward the other end or the chamber, and an auxiliary chamber located ,to one side 0! but communicating with the said chamber, through ports located outwardly oi! the innermost position oi the plunger, and in position to be covered and uncovered by the plunger during movements of the plunger through changes in cylinder pressures, the maximum eflective displacement by the plunger being not more than 30% oi the maximum available compression space.

, and the volumetric capacity 0! the compression space in the auxiliary chamber being not less than 20% or the total possible compression volume.

'I. The combination with an internal combus: tion engine having a piston and cylinder, of a chamber communicating at one end with the compression and combustion space in the cylinder and having a plunger movable therein to open and close the said end and thereby pro-.

vide a variable compression space for the engine, means yieldably resisting movement of the plunger toward the other end 0! the chamber, and

asiasso available compression space, and the volumetric capacity or the compression space in the auxiiiary chamber being not less than oi the jtotal possible compression volume.

8. The combination with an internal combusas a pneumatic. oushionior the p municating at its nimsee-winithe sion and combustion. spacafin the cylinder, a plunger movable in the chambenmeans yieldably holding the plunger in position to close the said ends. the ohambcni'the outer end 01 the ehamberbeingciostdtoeonnneairthatserves ismov'ed-bysxplosionsinthecy tion engine having a cylinder and piston-oi a chamber communicating at one end with the compression and combustion mace'in the cylinder and having a plunger movable therein'to open andclose the said end and thereby provide a-variable compression and combustion spacelor the engine, means yieldably resisting movement or the plunger toward the other end of the Chi unher. and an auxiliary chamber located to one side cl but communicating with the other cham-- her. through ports located outwardly of the in! nermost position oi the plunger and in position 4 to be covered and uncovered by the plunger during movements of the plunger through changes in cylinder pressures,'the weight or the plunger being not substantially more than one pound {or each inch of piston diameter and the plunger having an area not substantially greater than one-halt the area of the piston. the said ports being so located that when the plunger is moved by pressures in the cylinder, its travel from-its. innermost position to the point atwhich it uncovers the ports will result in an increase less than 80% in the volume oi thecompression space. and the volumetric capacity ol the compression space in the auxiliary chamber being not less than 20% oi. the total possible compression volume.

9. The combination with an internal combustion engine having a cylinder and piston, of a chamber communicating at one end with the compression and combustion space in the cylinder and having a plunger movabletherein to open and close the said end and thereby provide a variable compression and combustion space for the engine, means yieldably resisting move-- ment 0! the plunger toward the other end 01 the chamber, an auxiliary chamber located to one side of but communicating with the other chamher. through ports located outwardly of the innermost position 01 the plunger and in position to be covered and uncovered by the plunger during movements of the plunger through changes in cylinder pressures, the weight of the plunger being not substantially more than one pound for each inch oi piston diameter and the plunger having an area not substantially greater than one-hall the area of the piston, the said ports being so located that when the plunger is moved by pressures in the cylinder, its travel from its innermost position to the point at which it uncovers the ports will result in an increase less than 30% in the volume of the compression space, and means providing for outward movements oi the plunger from its innermost position for a distance of not less than twice that which it moves from its innermost position to the uncovering or said ports, under approximately iull load conditions, and the volumetric capacity oi the compression space in the auxiliary chamber being not less than 20% or the total possible compression volume.

tion engine svh'i a cylinder with apiston rsdlprocablc therein andendos'the plunger havinaan area'not substantiallynew thanonhh'aii the area time one 'ton and ms mammals torch and the weight oithephmgerbeingsdohthattheranseoimovementof the plunges-under explosive forces in pprcaimately one-hall oi maxidition's, and an auxiliary expansion chamber at one side or snd 'communicating-witli the nutunccvered-b'y the er and located-that they will be opened when the plunger has moved a distance the combustion space sensitivit es sort-er the total. the me'amuawienamoer to constitute not morethan iessthan 20% orthe total maaiinum' etsipressionvolume ct-the total compression greater than 11. mm v windmi l: valve and having a compression and combustion space in the outer endotthe cylindenoi means icrming a' variable compression-and combustion space in commuiiicstionmith', the tint-named space. an auxiliary iorming a fixed combustion space; and means operable under explosive forces oi predeterminedjdegree within the cylinder, for increasins volume or thevariabi'e and namedspaceandthejother two spaces, ed means -heingunaiiected hytheprcssure in the third named space. the volumetric capacity or the compression space in theauxiliary chamber being not less than 20% of the total possible compression volume.

'- GEORGE it. HOWARD.

' anemone 0mm The following references are of record in the tile or this patent:

UNITED STATES PATENTS Number Name Date 1,609,686 Blending Dec. '1, 1026 2,120,012 Andrea-u June'l, 1928 752,936 Vogt Feb. 23, 1904 1,020,104 Fagerholm Mar. 2, 1214 1,167,023 Schmidt Jan, 4, 1916 2,215,986 Stevens sent. 24. 1240 640,675 Lewis Jan. 2. 1900 roman rs'rmvm Number Country Date 15202 England July 1'1, 1908 4,281 France Oct. it, me

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